Hank

The thing I dislike the most is that they have traded the fully-moving tail for drag-inducing trim tabs . . . But they kept the vertical stabilizer upright for cosmetics only.

As a Manufacturing Engineer, writing product specifications and work procedures, I used to keep that taped to my computer monitor at work. truer words have rarely been written . . .

Lycoming engineers say to not lift by the engine. McCauley says don't lift by the prop. Mooney says don't hold the tail down. When you jack a Mooney, the jack points are not at the CG. How do you hold the plane level? We slid my large plastic trashcan under the tail while re packing wheel bearings, with all the stuff above stacked on it.

Just did my annual, should have taken a picture but I was busy. Got ready to jack the plane, realized we didn't have a tail weight. So we stacked 3 cases of oil, a detergent bottle of used oil, a gallon of water, a box of tools and a couple dozen old, bound approach plates on the horizontal stab. The plane balanced great! Actually had to lift the tail a little bit after raising the gear, but it was really easy to hold.

In cruise, or even on approach, most small planes are just dark spots until we are pretty close. I find preceding traffic easier to spot when they are white airliners or small planes that are banking; in both cases it's generally the white that I see first. At close range, the colors become visible, but naturally that happens closer to a Cessna or Mooney than a 737 or Airbus. You, your friends, passengers, many other pilots on the ground, ramp workers and plane watchers will all see the paint job up close and in detail. Pilots in The air will see a dark spot, then when they are close the white on your plane will pop out. Yellow planes pop out well, too. Low wings with white uppers and colored patches where the wing joins the fuselage are pretty visible banking, but a friend's green Champ can be tough to spot against the ground than another friend's red Citabria. This has been my experience. Take it for what it's worth.

Ah, I didn't know that. There was snow on the ground for my last visit, but not falling. I did appreciate the traditional NJ breakfast, though.

Looking at the Weather Channel, it's pretty deep and white in your area, since you apparently weren't washed away by the storm surge. Beware the late night high tide, though, there'll be another surge. About your Jersey comment, "the land of milk, bread and eggs." I've only been to New Jersey a few times; which exit is this wonderland at? I must have missed it . . .

It's a trainer, so they're not gussied up any. They also look like the down-and-welded version of the retract to come. Add some aerodynamic trim and wheel pants, it'll look better . . .

Just think of it as a "one comma" difference. Never mind the zeroes, it's the commas that matter.

I've been told that Mooneys fly like a truck. Those types don't listen when I tell them that mine doesn't.

The right yoke isn't hollow. Pictures to follow . . .

Guess it won't work here in LA, where any snow is heavy snow.

Here's how mine is done. The wire goes inside the shaft. If you want photos of the back, I can take some tomorrow. the copilot yoke PTT button is done similarly, but the wire is on the outside.

Careful! Mike will start a poll to see if we should have a separate poll page . . .

I read that investigator found ice on the airframe--nose and tail. How it survived the fire, I'm not sure . . . They also found the anti-ice systems were not turned on, delaying the stall warning by ~20 seconds.

Regardless of the. Umber of planes flying the stats from the 60s cannot be compared directly to modern stats. Even Mooneynaccident rates from the 60s are much higher than in the 2000s. Just look at the Nall Reports and the downward trend in not only fatal accidents but all aviation accidents. if you want to make a valid comparison, look at the rates of Cirrus and Mooney accidents in the last ten or fifteen years, when more pilots are Instrument rated, most planes have GPS with terrain warnings, scud running is almost non-existent anymore, few people get badly lost, autopilots are common, etc. otherwise, you're just farting in the wind, and ain't nobody gonna pay you any mind, no matter how many posts you make or how long this here thread carries on. P.S.--Maybe you already did this, I tuned out a page or two ago, but the last couple of posts make it seem like you're still comparing across the decades, ignoring the huge safety pushes by AOPA, EAA, owners groups, FAA and NTSB. I posit that these have contributed more to "recent Cirrus safety vs. 1960s Mooney safety" than anything inherent in the Cirrus design. Prove me wrong with modern statistics, and provide your sources, because the hot air you expel talking won't warm my house over the interweb.

Mine wouldn't shut off after the mechanic washed it at annual last year. Belted in,mourned on master, heard stall horn. It quit when I pulled the breaker. By the next flight, it worked fine. I can see this happening in the rain, too. Just needs to dry out.

Thanks! It's a 201 windshield in a C.

Mine has neither big screws nor rubber trim. You'll have to zoom in, haven't figured out photo editing on the phone yet.

Amen, brother!

But Which end if the cable is the switch? My C has recently changed from 12" to 14-15" (variable each flight), after having the carb heat cable replaced.,can't find anything inside my throttle quadrant, didn't think to look at the carb end as posted above.

Sorry to hear of your troubles, but you couldn't have asked for more favorable circumstances for it to happen! Hope everything else goes as smoothly.

So in a nutshell when jacking up our Mooneys for maintenance: Do not lift the nose by the prop. Do not lift the nose with the (incorrectly named?) engine lift ring. Do not hold down the tail. So we are relegated to magically balancing the plane on the two tiny jack points while climbing in and operating the gear, then exiting. Pity on those souls with manual gear, or rigging the gear; those who need to rig manual gear are just S.O.L. I will continue to ignore the recent flurries of contraindicated advice and use the tried-and-true tail tie down weight.

It's difficult to prove innocence. I've read to never go to Tax Court, take the agent to Federal Court to somewhat level the playing field. In Tax Court, you play on their field, by their rules,and they can change the rules at their whim. Not so in Federal Court. Hope to,never have personal experience with any of this . . . .

My 1970 C with 3-blade and 201 windshield and wingtips runs 140 kts and 9 gph block time when properly leaned. Can't fly WOT without significant fuel penalty, just back the throttle off enough to make the MP needle move a hair, then lean away. Sometimes I can go slightly LOP without carb heat since I've been working on the doghouse and the carb heat box. But I didn't pay attention to avionics, upgrades or the price on this one. On the other hand, a C is not an E. The only real differences between models is the fuel injected engine in the E is a little faster, sips a little more fuel, can be operated LOP, and does not hot start near as easy as the carbureted C. The differences between two planes of the same model will be greater than between a C and an E otherwise.